Deceleration control apparatus



J. c. MCCUNE 2,447,709

DECELERATION CONTROL APPARATUS Aug. 24, 1948.

4 Sheets-Sheet 1 Filed April 50. 1943 Fig.1

88 "CHI.

ou Le'veL INVENTOR Q JOSe h CI IC C1 me ATTORN EY Aug. 24, 1948. ,u. c. M CUNE DECEILERATION CONTROL APPARATUS 4 Sheets-Sheet 2 Filed April 30, 1943 (YEW! lllllllllll INVENTOR Jose BY Cl lb Cune Aug. 24,1948. 7 J. c. M cuNE 2,447,709

I DECELERA'IION CONTROL APPARATUS Filed April so, 1945 4 Sheets-Sheet 3 Fig.4;

20. @la I95 I96 INVENTOR Jose hGMcCpme BY mam ATII'ORNEY Aug. 24, 1948. J. c. MCCUNE 2,447,709

DECELERATION CONTROL APPARATUS Filed April 30, 1943 4 Sheets-Sheet 4 I Fig.7

IHHHI. IHHL Ill I INVENTOR CJOSB h QMcCune ATI'ORNEY Patented Aug. 24, 1948 UNI T- E D S EFICE D-EGELERMBION CONTROL APPARATUS JosephjCQ McCune; "EdgewoodyPa 'assignor' to The "Westinghouse Air Brake Company, "Wilmerding, Pa., "a corporation of Peiinsylvania Application Ap1'il 30, 1943.-Sei ial No 85130 '8 Claims. 6132 64.;

This invention relates' to decelerationcor itrol apparatus for vehicles, such asrailway'carshii-d trains, and'has particular relation'to-apparatiis for detecting the-slipping condition "of vehicle wheels and adaptedto controlthe brakes associated with the vehicle wheelsin a mannerto prevent sliding thereof. I

Sliding of the wheels of railway cars and trains due to excessive braking effort exertedon the wheels in relation to the adhesion between the wheels and the rails is a -pr6blem 'f-or which an adequate and yet simple solution has' long been sought. Theterm sliding as-applied-herein to vehicle wheels refers to-the draggingof a vehicle wheel along a rail or road surface in' locked or'non-rotative condition. Slidingof-railway car wheels causes fiat: spotsto be developed on the wheels necessitating repair or replacement of the wheels and is therefore --obiectionable-because of the expense and-delayinvolved. Moreover, the retardation exerted-one rail-way car by a sliding wheel-is muchless:than=that=of a freely rolling-wheel and sliding of a wheel is-thus a dangerous condition from a-safety standpoint Within the last few years,-=vario1 isbalances-"=2 have been proposed-andepplied-to railway cars and trains for the purposeoffdetecting the slip- -ping conditionof' a car wheel andeoperativedn response to the slipping v condition to weffect a rapid reduction-in the degree-ref applicationi of the brakes, independently-of the operators -control of the brakes, sons tocause a slippingwheel to be restoredtoa-speedcorresponding =-to-car speed without decelerating-to e locked rip-sliding condition. 7

The term slip-ping or fsli-pping' oonditlonf as employed herein; in connection with vehicle wheels refers to the .rotation-of-a vehiclewheel at a speed different from ithat corresponfllng to vehicle speed at a given-instant and. may be" caused either by excessiveipropulsionltorque'or excessive braking torque applied toa wheel. .In the case of excessivepropulsion torque, lthe' vehicle wheel rotates ata speedfasterthan that corresponding'to vehicle speed at afgiven'instafntrwhereas, in the ca's'eof excessivebraiiingtorque, the vehicle wheel rotates at afspeedless'lthan that corresponding to vehicle speed at' a fglven instant.

When a vehicle Wl'ieel bginstovslipl'dlie t0"'xcessive braking torque, it declerates at "an abnormally rapid 'rate"fr'oma speed'correspon dm to vehicle "speed "toward zero 7 speed *c 'ori'esppnd- 'ing'toa locked condition. Ithas been determined that ordinarily under the most favorablefadhe sion conditions betwe'enarailway carwh'eel and the 'rail onWhich it rolls, the"wheel'camifot greatly exceed a 'rateioi deceleration-66hresp'oiidin to retard'ationfiof the ear *at"fivenill'es per "hour persecond withoutslipping. lfytlierefofej a'rajilwa'y' car wheldecelerates at a rate exceeding a certain rate correspondingto"retardation "of the car at ten miles per hour per'sec'ond, it *isap"0sitive' indicationthat the wheel is slipping.

The various "devices heretofore proposed for "recognizing the slipping conditionof "a vehicle wheel due to excessivebraking; or'for that'matter-due to excessive propulsiontorquehave been *based "on this fundamental principle that rotative deceleration "or acceleration of a vehicle wheel at a rate "exceeding "a 'certain predeter- "n'iinedrate is"indicative'of the slipping condition and acceleration -of the wheel unit respectivel-y, the -=amountof leading or lagging moventent of the fly-wheel relative to the driving wheel unit being substantially directly proportional to therate of-deceleration or acceleration of the wheel unit. By means of suitable switch devices 'responsive to a predetermined leading or -laggingmovem'ent of the fly-wheel rotatively relative to-its-wheel unit and corresponding to a -.predetermined rate of deceleration-or acceleratiomsuitable control of the brakes or of the proaipulsion means-"has been provided whereby to 'cause termination of the slipping 1 condition. In

"the case of slipplng of the wheels-due to "excessive braking eifort; suchidevicesoperate so rapidly as to'cause az-slipping wheel to be restored 1 to :a

l'speed' 'corresponding 'to vehicle or zcar'sp'eed betore the slippi'ng wheel d'ecelerates to a locked :condition and slides.

It has been proposed, heretofore, to associate a wheelsli-p dtectingde'vice' of the-rotary inertia tYpe directIy witharailway'car wheel and axle "iinit, such as -by 'rnountingthe device in theaxle journal-casing and drivingitby di'rect connection "With 'tlieend 'o'f the axle. Patent N0.2,198,033 to 'Glyd "C.' Farmer "discloses -such an arrangement.

It has been'*found',= however, that due to 'the *roa'd'shocktransmitted-to the device when carried in direct association with the 'wheel 'and axle unit of arailway car, the life of suchdevices' is "excessively short. In other words, i the 'exce'ssive 'road shock results-fin hammering or breaking of "parts and "consequently interferes 3 with the proper sensitivity or operation of the device.

It is accordingly an object of my invention to provide novel apparatus which may be associated directly with a wheel unit of a railway car for the purpose of detecting the deceleration or acceleration thereof which can withstand the road shock to which it is subjected and which has a relatively long service life obviating the necessity for frequent servicing or repair.

It is another object of my present invention to provide wheel slip detecting apparatus of the rotary inertia or fly-wheel type and characterized by a novel construction which minimizes the effect of road shock and wear due torotative movement of the flywheel relative to its supporting and drive shaft.

'It is another object of my present invention to provide deceleration control apparatus including a wheel slip detecting device characterized by a construction enabling wholly pneumatic control of fluid pressure operated brakes by the wheelslip detecting device.

The above objects, and other objects of my invention which will be made apparent hereinafter, are attained by several embodiments of my invention subsequently to be described and shown in the accompanying drawings, wherein Fig. 1 is a vertical sectional view, showing one embodiment of the novel wheel-slip detecting device constituting my present invention,

Fig. 2 is a sectional View, taken on the line 22 of Fig. 1, showing further details of the device,

Fig. 3 is a sectional view, taken on the line 3--3 of Fig. 2, showing further details of the device,

Fig. 4 is a vertical sectional view of another embodiment of a wheel-slip detecting device embodying my invention,

Figs. 5 and 6 are fragmental views showing the cam mechanism constituting a part of the device shown in Fig. 4 for difierent positions of the inertia ring or fly-wheel respectively, Fig. 5 being in part a section taken on the line 55 of Fig. '7, and

Fig. '7 is a sectional view, taken substantially on the line l'! of Fig. 4.

Referring to Fig. 1 of the drawings the rotary inertia device 22 is mounted within a sectionalized casing comprising an annular end .plate 25 and end cover 26. The end plate 25 is secured as by a plurality of screws 2! to the outer end of a removable adapter ring or casing 28 which is in turn, attached as by a plurality of bolts or screws 28a to the outer end of the standard axle journal casing 23b. The end cover 26 is substantially circular in form and is provided. with four circumferentially spaced flanges 29 through which a plurality of screws or bolts 3| extend to secure the end cover to the end plate 25 which is of corresponding. outer contour.

The rotary inertia device itself comprises an annular inertia ring or fiy-wheel 32, the outer rim of which is joined through an intervening web 33 to a central hub 34. Hub 34 is rotatively mounted or journaled on a spindle 35, attached to the end of the axle in the manner more fully described presently, by means of two ball bearing races 36 disposed in axially spaced relation within the hub 34.

The spindle 35 is a fabricated member as shown, but it may be an integral casting if desired. As shown, the spindle 35 comprises a securing flange or disk 38 having a central bore or hole of circular or polygonal contour 39 in which one end of a tubular member 4| is received, and a plurality of angularly spaced supporting webs 42 suitably welded to the tubular member 4| and the disk 38 for maintaining the tubular member 4| in rigid perpendicular relation to the disk 38.

The disk 33 of the spindle 35 is provided with a suitable circular recess 38a on the outer face thereof in which the outer end of the axle 43 is received and is fixed to the axle by a plurality of screws 44 extending through suitable holes in the disk into registering tapped holes in the end of the axle. The spindle 35 thus rotates with the axle 43, the tubular member 4| of the spindle being in coaxial relation to the axle.

An annular oil-sealing disk 46 having a central hole therein is fitted over the tubular member 4| of the spindle 35 and secured, as by a pin 47 extending therethrough into one or more of the Webs 42, for rotation with the spindle. The disk 45 is of shallow dish shape so that the outer rim thereof is cylindrical in form and parallel to the axis of rotation of the tubular member 4| of the spindle. The rim of the oil-sealing disk 46 extends partially into an annular cavity 48 formed in the face of the end plate 25.

The hub 34 of the fiy-wheel 32 extends into a central circular opening in the end plate 25, slightly larger in diameter than the outer diameter of the hub- 34. In this central opening in the end plate 25 are a plurality of axially spaced annular ribs 5|. The ribs 5| function in cooperation with the sealing disk 46 and annular cavity '43 in the end plate 25 as an oil-seal to prevent the entrance of lubricating oil from the chamber 53, within the adapter ring 28 and axle journal casing 28b into the chamber 54 on the opposite side of the end plate 25 containing the flywheel 32. This type of oil-seal arrangement is not my invention.

It will be understood that the oil for lubricating the roller bearings supporting the axle 43 in its journal casing 281) extends normally to the level indicated by the broken line 55 within the adapter ring 28. It is necessary, therefore, to prevent the entrance of oil into the chamber 54 in order to prevent an accumulation of oil in chamber 54 to a level such that the lower portion of the flywheel 32 would run in oil, inasmuch as .this would interfere with the proper operation of the wheel slip detecting device.

For ease of assembly and disassembly, the inner bearing ring of the bearing races 36 supporting the flywheel 32 on spindle 35 has an internally threaded sleeve 51 extending therethrough which screws on the outer threaded portion of the tubular member 4| of spindle 35 to a position clamping the oilseal ring 46 against the end of the webs 42. Sleeve 51 has an annular shoulder 58 at one end and a snap ring 59 at the other end for holding the sleeve 51 in assembled relation with the bearing races 36.

The fiy-wheel 32 is thus installed and removed from the spindle 35 by screwing the sleeve 51 on the threaded portion of the tubular member of the spindle 35 without disturbing or removing the end plate 25. Consequently it is not necessary to drain oil from the axle journal casing in order to remove the fly-wheel for inspection or repair.

, The sleeve 5! has four slots 6| spaced around the end thereof which are adapted to register with correspondingly spaced slots 62 in the end of the tubular portion 4| of the spindle 35, the sleeve 51 being locked on the tubular portion 4| of the ingly biases the plunger in the right-hand direction to a position determined by the engagement of the collar I02 with the casing section 26. In this position the inner rounded contact end of the plunger 8'! has a slight clearance with respect to the head 85 on the operating rod 8|.

A toggle pin I 06, secured to the web of the lever 91, has a pointed end engaged in a conical recess on the inner end of the fluted stem of the valve 90 and is thus effective to transmit the force exerted by the lever 91 to the valve 90 to effect unseating thereof. The toggle pin adjusts itself automatically to the angular position of the lever 91 so that the force exerted by the lever to unseat the valve 99 is always in a straight line coincident with the axis of the fluted stem of the valve. Consequently, there is no tendency at any time to cause cocking of the valve 90 on its seat and unintended and undesired leakage of fluid under pressure past the valve 99 from the passage 95 is thus prevented.

In order to balance the force of the fluid pressure in the passage 95 urging the valve 99 to its seated position and resisting the unseating thereof, a movable abutment shown as a flexible diaphragm H I is provided for exerting a counterbalancing or balancing effect. This abutment may take the form of a, piston, if desired. The diaphragm shown is of suitable flexible rubber and is clamped around the periphery thereof between the bracket member 99 and the casing section 89. Two cavities or chambers I99 and III], preferably circular in cross-section, are provided in the bracket member 99 and the casing section 89 on opposite sides of the diaphragm III, the chamber IIll communicating with the passage 95 through a branch passage I I4 so that the diaphragm is subject on one face thereof to the pressure of the fluid in the passage 95 moving it in a right-hand direction.

A follower pin II 2 is loosely guided in the bracket 99 in perpendicular relation to the center of the diaphragm, a suitable head on the pin engaging the face of the diaphragm within the chamber I99. Chamber I09 is thus connected to atmosphere and the corresponding face of diaphragm I II open to chamber I09 is thus always subject to atmospheric pressure. The end of the follower pin I I2 is suitably rounded for engaging a contact lug II3 attached, as by welding, to the web of the lever 91 at a point on the opposite side of the fulcrum pin 98 relative to the toggle pin I96.

It will accordingly be seen that the force exerted on the lever 91 by the fluid pressure acting on the diaphragm III urges the lever in a clockwise direction and in opposition to the force of spring 93 and of the fluid pressure in chamber 9I holding the valve 99 seated. The arrangement is such that the effective force exerted by the diaphragm to unseat valve 90 is slightly less than the fluid pressure force and the force of the spring 93 holding the valve 90 seated.

By reason of the arrangement above described, it will be apparent that a relatively light force is required to rock the pivoted lever 91 in a clockwise direction to effect unseating of the valve 90. This is desirable because of the magnitude of the forces available to shift the operating rod 8| in a left-hand direction. Moreover, it is intended that the position of the operating rod 8| accurately reflect the rate of change of rotational speed of the axle 43. It is desirable, therefore, to avoid adding a substantial resisting force to the displacement of the operating rod 8| in the lefthand direction for the reason that such resisting force would prevent the rod 8| assuming a position corresponding to the rate of change of speed of the axle 43.

It is furthermore desirable that the valve be unseated promptly in response to a rate of rotative deceleration of the axle 43 reflectin a wheel-slip condition. Consequently, it is desirable that the force required to unseat the valve 90 be relatively small so as not to delay the unseating of the valve 90 in response to a wheel-slip condition.

The chamber 54 in the casing section 26 is at atmospheric pressure by reason of the connection to atmosphere through the axle journal casing 2812. It follows therefore that when the valve 90 is unseated, it vents fluid under pressure from passage and pipe 23a to atmosphere at a rapid rate.

Operation It will be understood that the valve 90 may be employed to pilot any fluid pressure operated control mechanism through a pneumatic connection, such as the pipe 23a. For the purpose of controlling the brakes of a railway car or train the valve 90 may be employed to pilot a so-called vent valve mechanism of the type describedand shown in my copending divisional application, now Patent 2,366,044. The subsequent description of the operation and use of the inertia device 22 should be readily understandable, therefore, without further description herein, by reference to the aforesaid Patent 2,366,044.

Let it be assumed that when the brakes are applied in the usual manner to the wheels fixed to the axle 43, a slipping condition is induced. In such case, the axle 43 is rotatively decelerated at an abnormally rapid rate exceeding ten miles per hour per second. As a result, the fly-wheel 32 over-runs the spindle 35, and the roller I9 on the lever 16 rides up the inclined surface on the cam I4 or I5, depending upon the direction of rotation of axle 43, thereby causing the lever 16 to be rocked so as to shift the rod 8I outwardly to effect unseatin of the valve 99 of the pilot valve device 88.

Such unseatin of the valve 90 causes a rapid reduction of the control pressure for the event valve mechanism controlling the supply of fluid under pressure to the brake cylinder, and the vent valve mechanism is correspondingly operated to cut off the supply of fluid under pressure to the brake cylinder and vent fluid under pressure at a rapid rate from the brake cylinder.

Due to the instantaneous and rapid reduction of the pressure in the brake cylinder, the wheels of the slipping wheel unit promptly cease to decelerate and begin to accelerate back toward a speed corresponding to car speed before the speed of the slipping wheels is reduced to zero and thus before the wheels can become locked and slide.

The rotative acceleration of the axle 43 of the slipping wheel unit at this time is abnormally high in rate, corresponding in order of magnitude to the high rate of deceleration during the Wheel slip condition. The fly-wheel 32 accordingly shifts rotatively from a leading to a lagging position with respect to the spindle 35 and axle 43. The roller I9 on the lever I6 thus runs down the inclined cam surface on the cam 14 (or 15) which it engaged during deceleration of the wheel unit and engages and climbs the inclined surface on the other cam I5 (or 14), thus again shifting the rod BI outwardly in the left-hand direction, as

spring; l95:.restores-the'p1unger 81;:m0mentarily;.to

its normalzposition, thus permitting, the valve: 90:

tou-be: promptly reseated-because: ofi theasubstana tia-lly, balanced fluid-pressure forces acting onzthe: valve; 90':andzthediaphragm I vl I 'asappliedtothe:

lever 91.

Such momentary closurexof the valves!) isswitht;

out consequence. however; for the reasonsthat:

the cycle; of L- operation; of', the vent .valveymecha-r nismstartedby the device, 22' continues' automate ically, once it is initiatedlin response to: the initial rapid reduction: of pressureeaused by une seating of Jthevalve 9H. When the brakecylinder pressurelis-v reduced to a certain low value; the

vent valve mechanism is: automatically restored to its normal L condition in, which it cuts, off Yth6- exhaust of; fluid: under pressure from the brake;- cylinderand reestablishes the, communication. through Which fiuid'under pressure isisuppliedto thebrakecy'linderv to reapply the brakes. on the wheels fixedon axle 43'.

When the wheels of the slipping Wheelv unit: have accelepate'd' fully-back to a. speed correspondingtocanspeedj the wheels are,again-dece1-- erate din-accordance with .the rate offretardation of'the. carat;v the normal low rate, such asifour miles per hour per second, depending upon. thedegree of-theabrakeapplication. Insuch case;

therefore, the flywheel a 32;: again shifts :rotativee ly'from alagging position to: a'lea'din position with respects-to the axle 43;

interval in which the; roller 1 9 501'! the; lever "disene.

gages one of;the cams 14-'or-1-5 andrengagesztheother; Thevalve' Bills thus correspondingly: re

seated to cutwoffifurt-her: venting of"fiuid;?under pressure fromztherpassageifii" Moreover; asilong-V as the wheels: of a previously slipping wheel-i unit do notagaimdecelerate at more than the normal rate; the angular displacementof the lever 'lfiidue' t-o cooperationwith one or-the other of :the-ca-ms 's'd or' 15*is insufficient to-cause the rodSl-tobe.

removed; outwardly enough to effect displace'-.

ment of the plunger '8'! of thepilot valve'device in the-left-hand direction outof its normalposition; Consequently, the valve 9!! of" the pilot valve BSremains seated thereafter'untilsuch time as, the Wheels-associated with the axle 43 again begin to slip; V

The construction of the Wheel-slip detecting" devices 22- in such a manner that the fly-Wheel 32, is free to shift, unresistedly, relative to the spindle and axle 53 through a predetermined angle determined by the angle through which the roller E9 on thelever it moves inshiftingfrom one of the cams, suchas cam 14, totheother of thev cams is one of the novel features of my;

Withthe; force.;of:the rod; 81! on the plunger 81 thus momentarily removedithe:

The lever: 16=is;thus.. again restored (to. its normal position during the contacting-surface; oh the; balls; and the annular ball retaining elements; Wear; on theballs is thus minimizedi At. the same time,-- due. to, the revolution of ftheballsrthrough at least one completcr. revolution, the; wear; on the; balls of the ball bearing races, is evenly distributed so, as: to prevent -.the ,balls from attaining an; elliptical; orMegg-shaped form; Clbviously; ifrthe true spherm ical form ofithe balls ;is, departed from, the; fricg tion in the-ball;bearingraces is inoreasedjand the .sensitivitvan-d; the accuracy; of, the: wheel-slip: detectingwdevice as ;a :Whole is seriously impail'fid.

In 7 heretoforeknown; wheel slip detecting; d -l vices of. themotary inertlaztyp thewfiY- heeldS;

15 yieldingly 'inaintaln-edw in. a: certain normal rotate,

least one complete: revolution.

tive position relativetothe; driving; spindle. or; shaft thereof by; constantly activeres-ilient means and is shifted lyieldin ly out; ofsuch, position-to adegree corresponding totherate of change ;of speed: of; the; driving: spindle. In; such; case; the: total degree; of rotative" movement of, the; flywheel relative to ,the; driving- .-;spind-le is so-limited that the; fly wheel'bearingelernents; whethenot the ;ba-ll 0121101161: type, cannot, rotate throughaaty n uuent r; after a period of time, the ballson-rollern are; worn; uncVenlyrand. attain; an. elliptical: or eggshaped, form, thusinterfering,withlthesensitivity and the accuracy of the device.

The arrangement which I'have provided serves; torbreventzthe uneven-wear-on-ball elementsot the ball bearing races and; on roller; elements: of roller bearing racesdfysucli bearing; ,racesar.ef; employed and thus obviates the need; for repair c; orcreplacement of thesbearing unitsi When the car. or. train comes tot-a stop -vin;re, sponse;t01 the brake-application; the inertia device- 22' remains inoperative due; to, lack: of rotation OfaX1eFj43f-, The; brakes thus :remain applied and:

i may be; released by: the operator: in the usual' manner prior to againstartingthecar ora'traln.

Figures-4, 5;- 6; and 7 deemed suflicient, therefore, merely to point out the differences in: the construction-I of the wheels slipr-detector 22A with respect to'the wheel-slip,-

presentinvention; The fact that the fly-wheel. .32

isfree tofioat-or shift'rotatively, atgall-timesin;

unresisted. manner through the predetermined:

angle relative to the axle in the manner=- justv pointed out causes the individualballs: oftthet ball bearingiraces 36 to be rotated:thro ugh.at; least one completerevolution; repeatedly upon slightxzhanges in therotational speed ofitheaxle detector 22.

Essentially,- the*wheehslip-detector, 22A differs; from the wheel-slip detector: 2 2i-in the manner of mounting the; fly-wheel, for rotative movement with respect, to the axle- 43: Referring v to Fig. 4-, the fiy-vvheel 32a is in the-form of a'ring and is mounted directly on a disk-shaped, hub member 755- of relativelylarge diameter by means of a continuous-series; of v ball bearings; M ii confined in atubular: annular groove formedby cooperating i -shaped grooves. I11- and; H St in the outer: sure face of the hub member, ll5. and-the internalsur 1f ace of; the zfiy wheel, or ,ring ;3 2a, respectively.

In order, to permitassembly of the ballsv I15 between the-flv-yv-heel 32a.- and ,the hub member: H5: in-the grooves; I11 and. I18; one end of: the fiy-wheeL 32a -isoi,c enlarged: internal, diametert is threaded-to receive: an 'exteriorly; threaded; 7 ring; I842 When .the ring Iii-I; is screwed into; theendof; theiring 3,2a,,it provides-one DQ171163, side surfaces: of: the% annular, groove- I18; l A; set, screw I821isyprovideddorlocking the; ring: I81;-

bearing races: is constantly-active between; the; {implace flftelfritris properly dlustedsoas o here.

1 1 mit free movement of the balls I16 without unnecessary looseness or play.

The degree of rotative movement of the flywheel 32a with respect to the hub I15 is limited by two angularly spaced lugs I83 and I84 formed on or attached to the hub member I15 and arranged to engag opposite ends respectively of a rubber stop I88 that is secured to the fly-wheel 32a by a bracket I81 and a rivet I88.

A lever 16a, corresponding to the lever 18 of the wheel-slip detecting device 22 is pivotally mounted on a, pin 11 carried by a bracket I9I attached, as by a plurality of screws I02, to the hub member I15. The lever 18a has a roller 19 rotatably mounted thereon which cooperates with a pair of cams 14a and 15a, secured as by rivets I93 to the inner surface of the fly-wheel 32a.

For the same reason as in the previously described wheel-slip detector 22, the cams 14a and 15a of device 22A are so peripherally or angularly spaced that the angle through which the fly wheel 32a floats rotatively relative to the axle 43 when the roller 19 on lever 16a shifts from one cam 140. or 15:: to the other is such as to insure revolution of the balls I16 through at least one complete revolution.

The hub member I 15 is secured adjacent the outer periphery thereof by a plurality of screws I91 to a cylindrical member I98, the member I98 having a recess I99 in the end wall 20I thereof, in which the outer end of the axle 43 is received. The cylindrical member I98 is secured to the axle 43 by a plurality of screws 282 which extend through corresponding holes in the end wall 20! into tapped holes in the end of the axle. The recessed portion of the end wall 20I supports the cylindrical member I 98 in rigid coaxial alignment with the axle 43 and prevents the imposition of excessiv shearing stresses on the screws 202 due to shocks and jars incidental to travel of the car on the train rails.

The cylindrical member I98 is provided with a radially extendin oil-sealing flange 204 that terminates at the peripher thereof in a cylindrical portion. The cylindrical portion of the flange 204 extends axially into an annular cavity 48 in the face of end plate 25a. The end plate 25a is secured as by a plurality of bolts or screws 21 to the outer end of adapter ring 28. The end plate 25a has a series of axially spaced annular ribs Ia surrounding the central opening therein and the cylindrical member I90 is provided with a portion of increased diameter for fitting closely within the central opening of end plate 25a with slight clearance with respect to the annular ribs 5| (1. The arrangement of the annular ribs 5Ia with respect to the cylindrical member I98 and of the oil-sealing flange 204 with respect to cavity 48 of end plate 25a is such as to prevent the entrance of oil from the adapter ring 28 into the chamber 54 formed in the casing section 28. This oil-sealing arrangement is analogous to the arrangement provided in the wheel-slip detector 22 and is not per so my invention.

The hub member I 15 has a central tubular portion I95 Which is supported at the outer end thereof in a central opening 208 in the end wall 20I of the cylindrical member I98. An operating rod 8Ia, corresponding to the operating rod 8I of the wheel-slip detector 22, extends through an opening in the lower end of the lever 16a and through a small hole 201 in a central boss 208 on the hub member I15 into the bore I96 of the tubular portion I95. Interposed between a guide collar or washer 84 fixed on the inner end. of the rod 8Ia and the base of the bore I95 is a coil spring 02a for urging the rod Illa in the righthand direction as seen in Fig, 6. A head on the end of the rod 8I cooperates with the lever 16a in a manner such that the spri 82a is effective to urge the lever in a counterclockwise direction into normal engagement with boss 208 of the hub member I15.

The operation of the wheel-slip detecting device 22A is the same as that described for the Wheel-slip detecting device 22 and it is deemed. unnecessary, therefore, to repeat a description of such operation, except to point out that the lever 16a is rocked in a clockwise direction and rod 8Ia shifted in the left-hand direction in opposition to the restraining force of the spring 82a when the rate of deceleration or acceleration of the wheel axle 43 is such as to cause suflilcient rotative movement of the fly-wheel 32a with respect to the hub member I15.

The Wheel-slip detector 22A is provided with a pilot valve device 88 identical to that described previously for wheel-slip detector 22 which device includes an operating plunger 01 disposed in coaxial alignment with the operating rod 8Ia and engaged by the operating rod 8I a in its movement in the left-hand direction.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A rotary inertia device comprising a rotary element, a fly-wheel rotatably mounted on the rotary element, cooperating means partly on said rotary element and partly on said fiy-wheel for unresistingly permitting the rotative movement of the fly-wheel with respect to the rotary element through a predetermined angle and for yieldinglyresisting additional rotative movement of the fiy-wheel relative to the rotar element beyond the extremity of unresisted rotative movement of the fly-wheel, in either direction, with respect to the rotary element, and means operatively response only to that portion of the rotative movement of the fly-wheel relative to the rotary element which is yieldingly resisted.

2. A rotary inertia device comprising a rotary element. a flywheel rotatively mounted on the rotary element, and cooperating means partly on the fly-wheel and partly on the rotary element so constructed and arranged that the fly-wheel rotatively floats unresisted through a predetermined angle with respect to the rotary element and thereafter shifts rotatively, for either direction of rotation thereof, with respect to the rotary element in accordance with the rate of change of rotational speed of the rotary element, and means actuated solely in accordance with that portion of the rotational movement of the fly-wheel with respect to the rotary element which is in accordance with the rate of change of speed of the rotary element.

3. A rotary inertia devic comprising a rotary element, a fly-wheel rotatively mounted on the rotary element, a pair of cams carried by the flywheel in peripherally spaced relation, a movable member carried by the rotary element at a point between said cams and engageable with said cams alternatively, depending upon the direction of rotative movement of the fly-wheel with respect to the rotary element in a manner to be moved by cooperation therewith, resilient means carried by the rotary element for yieldingly resisting movement of said movable member and consequently rotative movement of said fly-wheel relative to said rotary element only at the extremities of a predetermined angle of unresisted rotative movement of the fly-wheel relative to the rotary element determined by the peripheral spacing of said cams, and means operatively responsive to movement of said movable member.

4. A rotary inertia device comprising a rotary element, a fiy-wheel, a plurality of rotary bearing elements interposed between the fly-wheel and the rotary element for rotatively mounting the fly-Wheel on the rotary element in coaxial relation thereto, cooperating means partly on said fiy-wheel and partly on said rotary element effective to unresistingly permit rotative movement of the fly-wheel rotatively with respect to the rotary element through a predetermined angle and effective to yieldingly resist additional movement of the fly-wheel rotatively with respect to the rotary element in accordance with the rate of change of rotational speed of the rotary element. said predetermined angle of rotative movement of the fly-wheel with respect to the rotary element being such with relation to the size of said rotary bearing elements as to insure at least one complete revolution of the individual bearing elements in response to the rotative movement of the fly-wheel with respect to the rotary element through said predetermingled angle, and means operatively responsive to the rotary movement of the fly-wheel with respect to the rotary element for only such portion of relative movement as is in accordance with the rate of Change of speed of the rotary element.

5. A rotary inertia device comprising a rotary element, a fly-wheel, a plurality of rotary bearing elements for mounting said fly-wheel rotatively on and in coaxial relation to the rotary element, a lever pivoted on said rotary element and disposed radially with respect to the axis of rotation thereof, resilient means carried by the rotary element and arranged to yieldingly bias said lever B in one direction to a certain position, a pair of cams carried by said fly-wheel in peripherally spaced relation and on opposite sides of said lever respectively, said cams cooperating alternatively with said lever, depending upon the direction of rotation of the fly-wheel relative to the rotary element, in a manner to cause pivotal movement of the lever in a direction opposite to said one direction in opposition to the force of said resilient means to a degree corresponding substantially to the rate of change of speed of the rotary element, the angular spacing between said cams being such that the amount of unresisted rotative movement of the fly-wheel with respect to the rotary element is such as to insure at least one complete revolution of said bearing elements, and means operatively responsive to the pivotal movement of said lever.

6. A rotary inertia device comprising a rotary element, a fly-wheel rotatively mounted on the rotary element, a radially disposed lever pivotally mounted on the rotary element, resilient means yieldingly biasing said lever in one direction to a certain position, a pair of cams carried by the fly-wheel in peripherally spaced relation and on opposite sides of said lever respectively, said cams being so constructed and arranged as to cooperate alternatively with said lever in a manner to cause pivotaly movement thereof in a direction opposite to said one direction and in opposition to the force of said resilient means according to the rate of change of speed of the said rotary element, and means operatively responsive to the pivotal movement of said lever.

7. A rotary inertia device comprising a rotary element, a fiy-wheel rotatively mounted on said rotary element in coaxial relation therewith, a radially disposed lever pivotally carried on the rotary element, an operating rod carried by the rotary element in coaxial relation thereto and cooperating with said lever, resilient means carried by the rotary element and yieldingly urging said operating rod and correspondingly said lever to a certain position, a pair of cams carried on said fly-wheel in peripherally spaced relation and on opposite sides of said lever respectively, said cams being so constructed and arranged as to cooperate alternatively with said lever upon rotative movement of the fiy-wheel in either direction with respect to said rotary element and effective to pivotally move said lever in a direction opposite to said one direction in opposition to said resilient means in accordance with the rate of change of speed of the rotary element, and means operatively responsive to pivotal movement of said lever.

8. A rotary inertia device comprising a rotary element, a fly-wheel rotatively mounted on said rotary element in coaxial relation therewith, a radially disposed lever pivotally carried on the rotary element, an operating rod carried by the rotary element in coaxial relation thereto and cooperating with said lever, resilient means carried by the rotary element and yieldingly urging said operating rod and correspondingly said lever in one direction to a certain position, a pair of cams carried on said fly-wheel in peripherally spaced relation and on opposite sides of said lever respectively, said cams being so constructed and arranged as to cooperate alternatively with said lever upon rotative movement of the fiy-wheel in either direction with respect to said rotary element and effective to pivotally move said lever in a direction opposite to said one direction in opposition to said resilient means in accordance with the rate of change of speed of the rotary element, and a non-rotative control member in coaxial alignment with said operating rod and adapted to be engaged by said operating rod and slidably moved in accordance with the displacement of the operating rod out of the certain position thereof in the direction opposite to said one direction.

JOSEPH C. MCCUNE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 821,286 Grant May 22, 1906 2,038,162 Cadman Apr, 21, 1936 2,068,370 Bush Jan. 19, 1937 2,140,620 Farmer Dec. 20, 1938 2,145,567 Cotter Jan. 31, 1939 2,198,030 Farmer Apr. 23, 1940 2,198,032 Farmer Apr. 23, 1940 2,198,033 Farmer Apr. 23, 1940 2,198,034 Farmer Apr. 23, 1940 2,225,716 Sexton Dec. 24, 1940 2,248,850 Campbell July 8, 1941 2,263,512 Logan Nov. 18, 1941 2,272,601 E'ksergian Feb. 10, 1942 2,290,588 Grondahl July 21, 1942 2,294,606 Newell Sept. 1, 1942 2,322,003 Farmer June 15, 1943 

